Car construction.



W. J. TOLLERTON.

- UAR CONSTRUCTION. APPLIGATION IILED SEPT. 12, 1913.

Patented Feb. 3, 1914.

2 SHEETS-SHEET 1 Fig. 3.

IN VE/V TOR WITNESSES:

A TTOHA/EY W. J. TOLLERTON.

CAR CONSTRUCTION. APPLICATION FILED SEPT. 12, 1913.

1,085,645. Patented Feb. 3,1914

- Fig. 5

/6 V r V WITNESSES:

non/15 UNITED" srarn s grnnr orrto,

WILLIAM JAMES TOLLERTON, OF CHICAGO,-ILLINOIS.

can cons'rnoc'rroa'.

Specification of Letters Patent.

1 Patented Feb. 3,1914.

Original application filed January 20, 1918, Serial No. 742,986. Dividedand this application filed September 12,1913. Serial No, 789,428.

To all who: it may concern Be it known that I, \VILLIAM J .uuzs Tor.-LsRrox, acitizen of the-,United States, residing at Chicago, in thecounty of Cook and State of Illinois, have invented new and usefulImprovements in Car Construction, of which the' following is a full,clear, and exact description.

This application is a division of an application for Letters Patent ofthe United States for improvements in car construction filed by meJanuary 20th, 1913, Serial No.

HQQSG (ID-159) and the invention c0nsti' tuting the subject-matterthereof relates to freight cars, and particularly to what is. 7 known assteel-upperframe housing cars having sides consisting of one or morethicknesses of sheathing on the inside of the studding or skelet on. Asstated in said original application, heretofore freight-cars used forcarrying grain developed leaks, particularly through thejointsbetween'the flooring and side sheathing, and a great deal oftrouble, as well as expense has been experienced in getting agrain-tight joint at this junction. Several methods for preventing thisleakage of grain have been adopted but these were. at best, onlypartially satisfactory, because of the fact that theluniber used for theflooring tends to joints between the" same. I

The objects of my invention are the same as those stated in myaforesaidoriginal application, volving very slight changes in the structure ofthe car, to overcome this leakage between the sheathing and the side orend sills, and flooring and side or end sill, which can be relied uponto hold the fioor and the sheathing in their relative positions andprevent the opening of the joints between them, and, second, to make themeans embodying the same applicable either to cars having underframesusing well-known commercial metal forms for the side and end sillsthereof, or nuclei-frames having especially rolled or cast forms for thesame. These and other valuable results are obtained by themeanshereinafter fullydescrihed, and as particularly pointed out 111 theclanns. In the drawings: Figure 1 1s a transverse section of one side ofthe superstructure orbox of a car to which my invention is applied. Fig.2- 1s an enlarged view in cross- J to-wit: hrst, to provide means, in-

section of a fragment of the' car including the side-sill and adjacentportions of the flooring and sheathing. Figs. 3, at, 5, (3, T, 8 and 9,respectively, are transverse sections on the same scale as Fig. 2,showing modifications of my invention;

My improvements may be embodied either in a freight car while in courseof construction, or in rebuilt freight cars when a new superstructure ismounted upon an old un de'rfranie. a j

The following description is devoted to a variety of structural shapesby. means of which the objects of my invention mayhe accomplished. 1

My improvements affect the physical re-, lation of the marginal sills ofthe underframe of the car and the floor timbers and the sheathing of theside and end walls thergof, and it can be used in connection with metalunderframes of almost any design having side-sills only, or side-sillsand end-sills made from rolled, pressedor cast metal commercial forms,of any shape or section considered as suitable for use as such membersby the designer or builder of said car. 1

Referring more particularly to Figs. 1 and 2 of, the drawings, Arepresents the Z-bar side-sills of the metal underframe of a car, and inso 'far as my invention is concerned said sills may .be applied to anystyle of a car in connection with which my improvements are desirable,whether a gondola, a box, steel housing car, or otherwise. B representsthe flooring of the car, which, prefer ably, consists of wooden planksof suitable thickness, and C represents the wooden sidesheatliing, thelower strip of which has its lower edge provided with a longitudinalgroove 0. Integral with and arising from the upper horizontal flange ofthe Z-bar are upturned longitudinal ribs or tenons d and e, a forming,practically, a. channel-beam. \Vhen the walls of a car are of a singlethickness of matched lumber sheathing the outer side of the sheathingstrips are usually placed in the same vertical plane as the outersurface of the vertical web of the Z-bar sill, so that the rib or tenon(1 thereof will enter the groove 0 in the lower edge of the lowermoststrip of sheathing C. The flooring between the inner surface of thelower strips of sheathing. Near their ends the under surfaces of theflooring strips are provided with transverse grooves 6, corresponding indepth to the length of the inner rib e: of the sill, and these groovesare so located that'- .When the floor-strips are properly assembled ribe will enter the same and make a tight joint between the flooring andsill, and tie said flooring and sheathing together. When the sheathingand flooring of the car by the sill, a grain tight. joint will resultregardless of the expansion and contraction of the Wood.

In Fig. 3 of the drawin s, I show a modification of my invention t atutilizes a plurality of tenons for eflecting a grain-tight joint at thejuncture of the sheathing and flooring. This construction is veryslmilar to that illustrated in Fig. 2 of the drawings, excepting thatthe upper flange of the Z-bar sill 10 has three longitudinal integraltenons 11, 12 and 13 projecting upwardly from its upper surface; tenonsl1 and 13 roject upwardly from the longitudinal e ges of the upperflange and tenon 12 projects upwardly at a point between the same. Thelower edge of the lower strip of sheathing L1 is seated between tenons11 and 12, while the tenons 12 and 13, respectively, engage thechamferedv end edge and a transverse parallel groove in floor-timbers15.

In Figs. 3, 4, 5, 6, 8 and 9, I show special forms of rolled, pressed,or cast-metal beams for use as side or end-sills to which my inventionis applied. In each of these constructions a beam of commercial form isemployed; Fig. 4 shows a T-beam 4, Fig. 5

shows a channel-beam 5, vFi 6 shows an I-beam 6, Fig. 7 shows a Ziar 7,Fig. 8 shows an angle-iron beam 8* and- Fig. 9 shows a deck-beam sill 9.Each of these metal beam sills, excepting Fig. 7, has two parallellongitudinal tenons, Mind 17, integral with and projecting upwardly fromtheir upper flanges in substantially the same manner as the tenonsproject from the upper flanges of the sills shown in Figs. 1 and 2 ofthe drawings. Fig. 7 illustrates. a section of a sill 7 a made of asuitable rolled, pressed, or cast-metal beam in which the upper flange18 thereof isprovided with but one longitudinally disposed tenon 19,which latter is made integral with the beam and projects upwardlytherefrom in .a position set back a slight distance from the upper angleof the beam. In the event, a sil of this construction is used, when thesides of the ,car are being built, the tenon 19 is made to enter thegroove in the lower edge of the lowermost strip of sheathing, in thesame manner that the tenons of the other forms {of sills do. Theflooring, however, simply rests upon and is bolted orotherwise securedto the upper flange 18.' In this modification, sill 7 is shown toconsist of abroadly claiming but it is obvious, however, shape could beused just as of rolled commercial forms. It will be readily seen thatas'my improved sill can be made of either cast or rolled metal, it 'canbe used in connection with the end-sills just as well as withside-sills, by simply using a longitudinal groove in-the undersurfa'ceof the strip of flooring for the purpose of interlocking with the tenonprojecting upwardly from the upper'flang'e of the endi sill, just asconveniently' and as eflectivel as the means employed to make a tightjointwith the side-sill. I wish, therefore, to be considered 'as broadlycontemplating the use of the cast-metal, rolled metal, or pressedmetal.shapes, hereinbefore described, in the construction of the parts of myinvention, in whatsoever part are used, and I alsodesire to beunderstood as broadly contemplating the use of one tenon or two in theseshapes, and as the employment of sills with longitudinal integral tenonsto engage the sheathing and the floor strips, as coming within the scopeof my claims.

What I claim as new is l. A car comprising an underframe having marginalmetal sills, each having an upper horizontal flange, floor strips, wallsconsisting of sheathing strips supported upon said flanges the lowermostedges of which are provided with longitudinal grooves, and upwardlyprojecting tenons made inte al with said sills and adapted to engage:sald grooves.

2. A car comprising an underframe hav-' ing marginal metal "sills, eachhaving an upper horizontal flange, floor strips, walls consisting ofsheathing strips supported upon saidv flanges the lowermost, edges ofwhich are provided with longitudinal grooves, and upwardly projectingtenons made integral with said sills and positioned in planes set backfrom the upper angles of said sills and adapted to engage said grooves.v

3. A car comprising-an underframe hav ing marginal metal sills eachhaving an upper horizontal flange and provided with two integral tenonsprojecting upward from said flange, floor strips the ends of which aresupported ,by said flanges and each end is adapted to be engaged by oneof said of the unclerframe they.

tenons, and walls consisting of sheathing strips the lowermost edges ofwhich is pro vided with longitudinal grooves which is engaged by one ofsaid-tenons.

car comprising an underframe havupper horizontal flange and providedwith two tenons one of which arises from said mg marginal met-a1 sillseach having an ing edges upon said flanges and have transverse -whichare provid flange a short distance back from the upper angle of thesills, walls consisting of sheaththe lowermost strip of which areprovided with longitudinal grooves which are engaged 'by saidlast-mentioned tenons,,- V and floor strips the ends of which rest uponsaid flange and are engaged by the other tehon.

5. A car comprising an underframe having marginal metal sills each ofwhich has an upper horizontal flange and two longitudinal tenbnsprojecting upwardly from said flange one of which tenons arises from theinner longitudinal edge of the flange and the other at a'short distanceback from the upper angle -,of the sill, walls consisting of sheathingstrips, the lowermost edges of ed' with longitudinal grooves engaged bysaid last-mentioned tenons,:floor 'strips the ends of which rest groovesthat are engaged by the tenonsprojecting upwardly from the ends of saidflange. v r

6. A car comprising a superstructure and an underframe, said underfrainehaving marginal metal sills each provided with an upper-horizontalflange that has upwardly projecting longitudinal parallel tenons madeintegral therewith and said superstructure having parallel grooves inits under side that are engaged by said tenon. I

7. A car comprising a superstructure and an underfraine, said underframehaving marginal metal sills each provided with an upper horizontalflange that has two upwardly projecting longitudinal parallel tenonsmade integral therewith, and said superstructure oomprising a floor andWalls'that have substantially parallel longitudinal grooves in theirunder sides that are engaged by said tenons. v

In witness whereof I have hereunto set my hand this 19th day of July,1913.

WILLIAM JAMES TOLLERTON. Witnesses:

E. G. 'CnENowETH, E. A. WooDwoR'rH.

